Railway signaling.



R. AIMcCANN.

RAILWAY SIGNALING.

APPLICATION FILED FEB. 7. I9I4- Patented Nov. 14, 1916.

R O T N E v m R. McCANN.

RAILWAY SIGNALING. APPLICATION FILED FEB. 7. 1914.

1 ,204,998. Patented Nov. 14, 1916.

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RAILWA? SIGNALING.

APPLICATIONFILED FEB- 71 914- EAST FIG. 3

WITNESSES R. A. McCANN.

RAILWAY SIGNALING.

APPLICATION FILED FEB. 1. m4.

Patented Nov. 14, 1916.

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n. A. McCANN RAILWAY SIGNALING.

mm m. Nu -0 0 n m m P m E M 1 2 Yo; 7 1 k kMUI LL54 M UNITED STATES PATENT OFFICE.

RONALD A. MQCANN, OF NEW BRUNSWICK, NEW JERSEY, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY SIGNALING.

Specification of Letters Patent.

Patented Nov. 14, 1916.

Application filed February 7, 1914. Serial No. 817,105.

To all whom it may concern Be it known that I, RONALD A. MGCANN, a citizen of the United States, residing at New Brunswick, in the county of Middlescx and State of New Jersey, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to railway signaling, and particularly to signaling for stretches of single track over which traffic moves in both directions, such, for example, sis-stretches of single track between passing sidings.

I will describe several forms of signaling systems embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view showing a stretch of track having applied thereto one form of signaling system embodying my invention, the signals being of the two-position type indicating clear and danger, and the intermediate signals governing traflic in opposite directions being oppositely located. Fig. 2 is a view similar to Fig. 1 but showing one arrangement of control when the signals governing tratlic in opposite directions are not oppositely located. Fig. 3 is a view similar to Fig. 2 but showing another arrangement of control when the signals governing traffic in opposite directions are not oppositely located. Fig. 41 is a view similar to Fig. 1, but showing signals of the three-position type, indicating danger, caution and clear.

Similar reference characters refer to similar parts in each of the yiews.

Referring first to Fig. 1, A B is a stretch of single track between two passing sidings E and F, over which stretch traffic moves in both directions. Traffic through this stretch from east to west is governed by signals S, S and S located at intervals through the stretcl1,'and traffic through the stretch from west to east is governed by other signals S S and 8, located also at intervals through the stretch.

The stretch AB is divided by insulated joints 3 into several successive sections A-C, C D and DB, and in this view a pair of opposing signals is located near each junction of adjacent sections. Each sectionis provided with one or more track circuits including track relays for the control of the signals. As here shown each section is difor the control thereof, which relays are designated in the drawing by the reference character Rwith an exponent corresponding to the exponent of the signal which the relay controls. Each signal is provided with a circuit which is controlled by the corresponding signal relay. For example, the circuit for clearing signal S is from battery 1? through wires 11. 12. 13, contact 1 1 of relay R, wire 15. mechanism of signal S wire 16, contact 17 of relay R", wires 18 and 19 to battery P I will assume that each signal comprises an electric motor for moving the semaphore toward clear position against the action of gravity, and that the motor is connected with the semaphore to be driven thereby while the latter is returning toward danger position; if then the circuit of the motor is closed dur: ing the latter movement the motor acts as a brake to retard the movement of the semaphore. The circuit for signal S by which this is accomplished is from the signal mechanism througlr wire 16, back point of contact 11 of relayR, wire 15 to the signal mechanism. This circuit is closed when relay R opens. The driving and braking circuits for each of the other signals are similar to those just traced for signal S Extending through the stretch AB aretwo signal relay circuits, one of which normally includes in multiple the relays controlling the eastbound signals and the other of which normally includes in multiple the relays controlling the westbound signals, whichcircuits are controlled by the several track relays. Each of these circuits includes a series of line conductors and a common returnconductor O, and each circuit includes a main source of current M or M Considering, for example, the signal relays forthe eastbound signals, the circuit for relay R is from main. battery M through wire 21, contact 22 of relay T, Wire 23, contact 24 of nal operated contacts.

track relay T wires 25 and 341,'relay R, wires 27, 28 and 29, common return Wire 0 to batteryM. The branch for signal relay R leaves the circuit just traced at wire 25 and then passes through wire 26, back point of contact 30 of an auxiliary relay X (hereinafter explained), wire 31, back point of contact 32 of another auxiliary relay X wire 33, contact 84 of track relay T Wire 35, contact 36 of track relay T, wires 37 and 88, relay R wires 39, 40, 41, to return wire 0, to battery M. Similarly, the branch for relay R leaves the circuit just traced at wire 37 and is similar to the branch for relay R. The circuit for the signal relays for the westbound signals is similar to that just explained for the eastbound signals. It will be seen from the foregoing that the main battery for each of these signal relay circuits is located adjacent the end of the stretch at which traflic governed by the corresponding signals leaves the stretch.

Located adjacent each intermediate signal is an auxiliary source of current, which sources are designated by the reference character P with the same exponent as that of the corresponding signal. For each intermediate signal I also provide an auxiliary relay, which latter are designated by the reference character X with the same exponent as that of the corresponding slgnal. As noted hereinbefore, the signal relay circuits are controlled by back contacts of these relays. a

Each auxiliary relay is adapted when closed to open at that point the signal relay circuit of which the relay for the corresponding signal forms a part, and to connect the corresponding'auxiliary source of current with the portion of such circuit extending in the rear of the point of opening. For example, auxiliary relay X when closed, reverses contact 42 included therein, and this contact opens the normal circuit for signal relay R and connects this relay with auxiliary battery P Similarly, auxiliary relay X Whenclosed, disconnects relays R and R from main battery M and connei-ts them with auxiliary battery P Each auxiliary relay is provided with a pick-up circuit and a holding circuit, the pick-up circuits, in the form of my invention shown herein, being controlled by sig- For this purpose, each signal is provided with a contact device comprising a finger 43 which engages a fixed contact plate 44 or 45 according as the signal is in the clear or the danger po- 47, contact 48 of relay X Wire 49, contact 45-43 operated by signal S wire 50, contact 48-44 operated by signal S wires 51 and 52, relay X wires 53, 18 and 19 to battery P It will be seen that this circuit can be closed only when signal S is in the clear position. and signal S in the danger position and also only when auxiliary relay X is deenergized. The holding circuit for auxiliary relay X is from battery P through wires 11, 12 and 54, back point of contact of relay R wire 56, contact 57 of relay X wires 58 and 52, relay X, wires 53, 18 and 19 to battery P. It will be seen that this circuit is closed only when relay X is energized and relay R deenergized. The circuits for each of the other auxiliary relays are similar to those for relay X The operation of the apparatus shown in Fig. 1, during the passage of a westbound car or train through the stretch A-B, is as follows: As the train enters sub-section B-N, it opens track relay T, thereby opening at contact 59 the circuit for signal relay B, so that signal S changes to danger position. The opening of contact 22 of relay T opens the multiple circuit including signal relays R", R and R so that all of these relays become denergized, thereby causing signals S, S and S to change to danger position. It will be seen, therefore, that as soon as a car or train enters the sub-section BN all signals governing trafiic from west to east change to danger position. The movement of signals S and S to danger closes the pick-up circuits of auxiliary relays X and X so that these relays then close. The closing of relay X opens at that point the multiple circuit for the westbound signal relays and connects auxiliary battery P with the portion ofthis circuit extending to the rear, but relay R remains deenergized becausetrack re'lay T is open. Similarly relay X opens the signal 1' lay circuit at that point and connects the gortion extending to the rear with auxiliary battery P so that relay R is now energized from the latter source. Relay R continues to be energized from main battery M As the train enters sub-section ND, it opens track relay T", but this has no effect on the signals, because the contacts of this relay control the same circuits as the contacts of track relay T. As the train enters sub-section-DQ, it opens track re lay T thereby opening at contact 60 of this relay the circuit for signal relay R so that signal S then changes to danger position.. Inasmuch as auxiliary relay X was already closed, its holding circuit is now closed at contact 55 of relay R The opening of contact34 of track relay T has no effect on the signals, because relays R and R which are controlled by this contact, are; already open. Vhen the rear of'the train leaves sub-section N-D it allows track relay T to close thereby energizing signal relay R from auxiliary battery P so that signal S then moves to clear position, thereby permitting a following westbound car or train to enter the stretch AB. The closing of track relay T also closes the circuit for relay B", so that signal S then returns to clear position. As the train passes from sub-section DQ into sub-section Q,C, it opens track relay T and allows track relay T to close, but inasmuch as these relays control the same circuits, the change has no effect on the .signals. As the train passes into sub-section CH, it opens track relay T thereby opening signal relay R so that signal S changes to danger, The closing of track relay T. closes the circuit for signal relay R from auxiliaryjbattery P, so that signal S then moves to clear position." The closing of relayR opensthe holding circuit of relay X so that the latter opens transferring relay R from battery P to loattery P As the train leaves the stretch, relay R closes, thereby changing signal S to clear and restoring the parts to the positions shown.

The operation of the apparatusduring the passage of an eastbound car or train through the stretch is similar to that just explained for the passage of a Westbound car or train.

Referring now to Fig. 2, the system here shown is similar to that shown in Fig. 1, except that the two pairs of intermediate signals S, S, and S, S are staggered instead of being oppositely located. The circuits in Fig. 2 are the same as those in Fig. 1 except the control circuits for the auxiliary relays X. The pick-up circuit for relay X ..O and 73 to battery P is from battery P through wires 11 and 7 4;,

contact 67 of relay X, wire 68, contact 4l5l3 of signal S, wire 69, contact 43 44 of signal S, Wire 70, relay X wires 71, 72,

The holding circuit for this, relay is from battery P? through wires 11, 75 and 76, contact 7.7 of relay R contact 78 of relay X wire 79, relay'X and wire 71 to battery P The circuits for the other auxiliary relays are similar to those just traced for relay X The operation of the system shown in Fig. 2 will be obviohs from the foregoing explanation of Fig. 1..

Referring now to Fig. 3, the system here shown is similar to that shown in Fig. 2, except as to the control of the auxiliary relays X. In Fig. 3, I provide an additional relay for each intermediate signal which relay is designated by the reference character Y with the same exponent as that of the 1 corresponding signal. Relays Y and Y are connected in multiple in the circuit of the signal relays for the eastbound signals, and the multiple circuit is carried through front contacts of these relays. Relays Y and Y .are similarly connected in the circuit for the signal relays of the westbound signals.

iary relays X.

These relays are used to control the pick-up circuits for the auxiliary relays X, and they take the place of signal-operated contacts 4345 in Fig. 1. The pick-up circuit for auxiliary relay X is frombattery P .through wires 11 and 80, contact 81 of re- ,,signals and the additional relays Y3 and Y Contacts 81 of'these latter relays close the "pick-pp circuitsfor auxiliary relays X and X Then as the train proceeds into section DD it opens relay R thereby closing the holding circuit for relay X Signal S then clears, and relay Y closes. The operation of the system during the passage of the train through the remainder of the stretch will now-be apparent.

When the arrangement of control shown in Fig. 3 is employed, the relays X are' preferably slow-acting for the following reason: When a light locomotive moving west passes from section ND into section D'D, if track relay T? closes before track relay T opens, the pick-up circuit for relay X would be opened before the holding circuit is closed, and if this relay were not slow-acting it might sometimes fa;il to remain closed under these circumstances. Similar remarks apply to the other auxil- Referring now to Fig. 4, the systemihere shown is the same as that shown in Fig. 1, except that each signal is of the three-position type, that is, adapted to indicate danger,

caution and clear. The signal relays R are in this case of a polarized type for controlling the three positions of the signals. The circuit for moving signal S from danger to caution is from; battery P through Wires 11, 12 and13, contact 14 of relay R wire 15, mechanism of signal S wire 16, contact 17 of relay R wires 18 and 19 to battery P The circuit for movingthis signal from the caution to the clear position is the same as that just traced up to and including contact 14, then through wire 61, polarized contact 62 of relay R wire 63,1nechanism of signal S then to battery P asbeforc. The signal is provided with a braking circuit as in Fig. 1: The circuits for the other signals are similar to those just traced for signal S Inasmuch as the signal relays R are polarized, pole-changers are provided for reversibly energizing these relays, the polechangers being operated as usual by the signals. Each pole-changer is designated by the reference character G with the saineexponent as that of the signal which operates it. Signal relay R is at times controlled by a pole-changer G operated by a signal S which governs traffic into the next adjacent stretch to the-west, and this signal is controlled by signal relay R which is in turn contrdlled by a line Wire 64 which corresponds to the line Wire 64: shown at the right-hand end of stretch A-B. Similarly, signal relay R is at times controlled by a pole-changer Gr operated by a signal S which latter iscontrolled by a signal relay R controlled by a line wire 65, which corresponds to line Wire 65 shown at the left- "change-to danger, thereby closing the pickas in Fig. 1.

up circuits for auxiliary relays X and X I Relay X transfers signal relay R to battery I, but pole-changer G is in e'such position that signals continues to indicate clear. As the train proceeds into sub-section N D the opening of track -relay T and the closing of track relay T do not affect the signals for the stretch AB because so far as these signals are concerned these relayscontrol the same circuits. As the train enters sub-section DQ,

and leaves sub-section N-D, the opening of track relay T opens relay R thereby causing signal S to change to danger. The opening of relay R also closes at the back point of contact 55' theholdingcircuit of relay X Signal relay R is now energized from battery PF, but pole-changer G is reversed so that signal S moves only to caution position. Relay R is now energized and pole-changer Gr is in such position that signal S moves to clearposition. As the train passes into sub-section QC it causes no change in the signals and circuits. As it enters sub-section QH, the opening of track relay T opens signal v relay B so signal S changes to danger. Relay X remains closed, softhe closing of track relay T closes the circuit for relay R from battery P but pole-changer G is now reversed so that relay R is energized in such direction that its polar contacts are reversed and signal S therefore moves only to the cantion position. 'While relay R is picking up, auxiliary relay X? remains closed because its holding circuit. is completed through contact 66 operated by signal S Then after relay R is closed, the holding circuit for relay X is completed through the front point of contact of relay R and polar contact 86 of relay R, so relay X remains closed. Relay R therefore continues to be energized from battery P, and pole-changer G" is in such. position that signal S moves to c ear position. As the train passes from sub-section CH into sub-section HA it causes no change inthe circuits or signals for stretch A-B. As it leaves the stretch it opens track relay T to the west of stretch AB, thereby opening relay R so signal S changes to danger. The closing of track relay T energizes relays R and so that signals S and S change to 'clear position.

This movement of signal S reverses polechanger Gr thereby reversing relay B so that signal S moves to clear; auxiliary rclay I then opens, thereby transferring relay R to battery M It will be noted that signal S changed to clear position immediately'after the train left the stretch A-B, because relay R then became energized from battery M independently of polechanger G The only time signal S indicates caution is when the track section immediately to the west of section AH is occupied and a westbound train is approach ing this signal. Relay R is then open and pole-changer G is reversed, so that battery M is connected with relay R in the proper direction to cause signal S to indicate caution.

The operation of the apparatus during the passage of an eastbound train through the stretclris similar to that just explained except as follows: As the train leaves the stretch it changes signal S next tothe -east to danger, thereby closing the corresponding relay X and thus removing signal relay R from the control of the first track relay for such sub-section to the east. Signal S then changes to caution and signal S to clear as soon as track relay T closes. thereby avoiding any unnecessary delay to tratlic. It will be seen therefore that when a train is moving West, track relay T controls signal S next" to the west, but that this control is removed while a train is moving east.

Although -I have herein shown and described only a few forms of signal systems embodying my invention, it isunderstood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and 'scope of my invention.

Having thus described my invention what I claim is: x

1. In combination, a stretch of railway track, signals located at intervals through said stretch for governing traflic in one direction, and other signals located at intervals for governing traflic in the other direction, a signal relay for each signal for the control thereof, a signal relay circuit extending through the stretch and including in multiple the relays for the signals governing tratlic in one direction, and another si nal relay circuit extending through the stre ch and including in multiple the relays for the signals governing traflic in.

signal for opening at that point the corresponding signal relay circuit and connecting an adjacent auxiliary source with the portion of such circuit extending to the rear from said point. i

2. In combination, a stretch of railway track divided into a plurality of successive sections, a pair of opposing signals located adjacent each junction of two sections, a signal relay for each signal for the control thereof, a signal relay circuit extending through the stretch and including in multiple the' relays for the signals governing trafiic in one direction, and another signal relay circuit extending through the stretch and including in multiple the relays for the signals governing traffic in the other direction, main sources of current one included in each of said circuits, and located adjacent the end at which traffic governed by the corresponding signals leaves the stretch, track circuits for the stretch inchiding track relays for controlling said signal relay circuits, auxiliary sources of current located adjacent the signals, an auxiliary relay for each signal for opening at that point the signal relay circuit which includes the signal relay for such signal and connecting an adjacent auxiliary source with the portion of the circuit extending to the rear from such point, and means controlled by the signa-ls and by the signal relays for governing said auxiliary relays.

3. In combination, a stretch of railway track divided into a plurality of successive sections, a pair of opposing signals located adjacent each junction of two sections, a signal relay for each signal for the control thereof, a signal relay circuit extending through the stretch and including in multiple the relays for the signals governing traflic in one direction, and another signal relay circuit extending through the stretch and including in multiple the relays for the signals governing traffic in the other direction, main sources of current one included in each of said circuits, and located adjacent the end at which trafiic governed by the corresponding signals leaves the stretch, track circuits for the stretch including track relays for controlling said signal relay circuits, auxiliary sources of current located adjacent the signals, an auxiliary relay for each signal for opening at that point the corresponding signal relay circuit and connecting an adjacent auxiliary source with the portion of the circuit extending to the rear from such point, contacts operated by each signal, a pickup circuit for each auxiliary relay including a contact operated by the corresponding signal and closed when the signal indicates clear and a contact operated by the adjacent opposing signal and closed when the signal indicates danger; and a holding circuit for each auxiliary relay including a contact of the auxiliary relay itself and a back contact of the signal relay for the corresponding signal.

4. In combination, a stretch of railway track, signals located at intervals for governing traffic in one direction through said stretch, a signal relay for each signal for the control thereof, a signal relay circuit extending through the stretch and includ-,

ing said relays in multiple, said circuit also including a main source of current adjacent the end at which traffic in the said direction leaves the-stretch, track circuits for the stretch including track relays for controlling said signal relay circuit, auxiliary sources of current located at intervals through the stretch, and means for each signal for opening the said signal relay circuit at that point and connecting an auxiliary source with the portion of the circuit extending to the-rear from said point.

5. In combination, a stretch of railway track, signals located at intervals for governing traflic through the stretch in one direction, a signal relay for each signal for the control thereof, two line wires extending through said stretch, the said signal relays being connected in multiple across-said wires, a source-ofcurrent connected across said wires adjacent the end of the stretch at which a train moving in .the said direction leaves the stretch, track circuits for the stretch including track relays for controlling one of said line wires, auxiliary sources of current located at intervals in said stretch, and means for each signal for opening one of the said line wires at that point and connecting an auxiliary source with the portion of the line wire extending to the rear from said point and with the other line wire.

6. In combination, a stretch of railway track, signals located at intervals for governing traflic in one direction through said stretch, a signal relay for each signal, for the control thereof, said relays being (ionnected in multiple, a main source of current for said multiple circuit, track circuits for the stretch including track relays for controlling said signal relays, each track relay when alfected by the presence of a train operating to disconnect from said source the signal relay for the signal which immediately governs the corresponding section of track and all of the signal relays for the signals in the rear, auxiliary sources of current and auxiliary relays one for each signal for connecting an auxiliary source With the signal relays for the signals in the rear of such signal.

7. In combination, a stretch of railway track divided into a plurality of sections, signals for governing traffic in one direction through the stretch, a signal being located adjacent the entrance end of each section, a signal relay for each signal for the control thereof, said relays being connected in multiple, a main source of current for said multiple circuit, track circuits for the sections including track relays for controlling said signal relays, each track relay when affected by the presence of a train operating to disconnect from said source the signal relay for the signal for the corresponding section and the signal relay for each signal in the rear, auxiliary sources of current, and auxiliary relays one for each signal for connecting an auxiliary source with the signal relays for the signals in the rear of such signal.

8. In combination a track, signals located at intervals for governing trailic in one direction through said stretch, each signal being adapted to indicate danger, caution and clear, a three-position relay for each signal for the control therestretch of railway of, said relays being connected in multiple, a main source of current for said multiple circuit, track circuits for the stretch including track relays for controlling said signal relays, auxiliary sources of current, auxiliary relays one for each signal for discon necting the signal relays for the signals in the rear of said signal from the main source and connecting them with an auxiliary source, and a pole-changer operated by each signal for reversibly connecting the signal relay for the signal next in the rear with the auxiliary source which energizes such relay.

9. In combination, a stretch of railway track, signals located at intervals for governing trafiic in one direction through said stretch, a signal relay for each signal for the control thereof, a. signal relay circuit extending through the stretch and including said relays in multiple, said circuit also including a main source of current adjacent the end at which traffic in the said direction leaves the stretch, track circuits for the stretch including track relays for controlling said signal relay circuit, auxiliary sources of current located at intervals through the stretch, and means for each branch of said circuit for opening the circuit in such branch and connecting an auxiliary source with the portion of the circuit extending to the rear.

In testimony whereof I afiix my signature in presence of tWo Witnesses.

RONALD A. MoCANN.

Witnesses v M: S. KIRKLAND, G. A. GAUGHAN. 

